High-voltage capacitor for railway traction substation on-load test and test method

Abstract

The invention belongs to the technical field of railway power, and discloses a high-voltage capacitor for a railway traction substation on-load test, which comprises a plurality of capacitor banks, each capacitor bank comprises a shell and a plurality of identical capacitors arranged in the shell, and fixing plates are arranged on two sides of the top of the shell. Each capacitor comprises a box shell, wherein a plurality of elements and insulating parts, the elements and the insulating parts are arranged in the box shell, the box shell is formed by welding steel plates in a sealed mode, a boxshell cover is arranged above the box shell, a wire outlet porcelain sleeve is welded to the box shell cover, a handle is fixedly arranged on the side wall of the box shell and fixed to a fixing plate through bolts and a grounding bolt is installed on the box shell cover. The grounding bolts on different capacitors are connected together through metal connecting sheets, and the capacitors in thecapacitor banks are connected together in parallel through wires. The high-voltage capacitors are arranged in groups, and the capacitor banks are light in weight, portable and convenient to transport,so that the capacitor is suitable for being used under complex road conditions of railway substations.

Description

Technical field[0001]The present invention belongs to the technical field of railway power, and more particularly to a high voltage capacitor and test method for the load test of rail traction substation.Background technique[0002]With the continuous improvement of the voltage level of the railway traction power supply system, from the original 110KV system gradually increased to 220kV power system, the three30kV power system has reached 330kV power system in the northwest, and the voltage level of the rail traction system has continued to increase the capacity and reliable supply. Sex a higher requirement, and the impact of the grid is also gradually increasing. The railway belongs to a first-level load, and the user station must set two power supplies and the two power supplies are taken from two different system stations, and independent dedicated intervals and special lines are configured to supply power to the railway user traction station in the system station. According to the...

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Problems solved by technology

[0003] There is a big difference between the railway traction power supply system and the power system. After the transformer of the newly put into operation railway user station is completed without load for 24 hours, it is basically not feasible to use the actual train for the load test, because the railway traction power supply system The commissioning procedure is not that the traction substation can supply power to the catenary after receiving power, and the catenary can receive and dispatch trains after receiving power. A series of procedures such as checking the flow situation, joint commissioning and testing, etc. can officially receive and dispatch trains, and because the railway load is dynamic and discontinuous, the power supply section of each traction substation affects the load test when the substation is put into operation It is not easy to complete the commissioning of the train, but without the load test, not only can not meet the basic requirements of the power system, but also the user station system is not rigorous, therefore, it is necessary to improve the new technical scheme for the load test of the new commissioning station

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